ERDC/CHL CHETN-I-72

August 2006

Ship Squat Predictions

for Ship/Tow Simulator
by Michael J. Briggs

PURPOSE: This Coastal and Hydraulics Engineering Technical Note (CHETN) summarizes
several empirical ship squat predictions based on (Permanent International Association of
Navigation Congresses (PIANC), U.S. Army Corps of Engineers, and Japanese guidance. A Fortran
program was written and its use is described along with some comparisons for a typical bulk carrier
and three different channel configurations.

BACKGROUND: The Corps is under increasing pressure to provide ports and waterways that can
accommodate a growing economy. The Nation’s existing navigation system cannot meet the
projected trends in both traffic growth and vessel size. New generation mega-container ships are
requiring deeper entrance channels to provide safe navigation. One of the major components of
underkeel clearance is the ship squat while underway.

Squat is the reduction in underkeel clearance between a vessel at-rest and underway due to the
increased flow of water past the moving body. The forward motion of the ship induces a relative
velocity between the ship and the surrounding water that causes a water level depression in which
the ship sinks. The velocity field produces a hydrodynamic pressure change along the ship that is
similar to the Bernoulli effect in that kinetic and potential energy must be in balance. This
phenomenon produces a downward vertical force (sinkage, positive downward) and a moment about
the transverse axis (trim, positive bow up) that can result in different values at the bow and stern
(Figure 1). Most of the time squat at the bow Sb represents the maximum value, especially for fully
loaded ships with large block coefficients CB in narrow channels or canals for high-speed ships with
B

smaller CB. However, maximum squat can occur at the stern Ss. The initial trim of the ship also
B

influences the location of the maximum squat.

Prediction of ship squat depends on ship characteristics and channel configurations. The main ship
parameters include ship draft, hull shape as represented by the CB, and ship speed. The main channel
B

considerations are proximity of the channel sides and bottom as represented by the channel depth
and cross-sectional configuration. The ship is assumed to be in the center of the channel, the speed is
assumed to be constant (i.e., steady-state, no acceleration), and the channel is assumed to be straight
without any abrupt changes in configuration or bathymetry. Squat can exist for a ship in a transient
state, for instance, when it crosses an abrupt channel depth transition sill from deep to shallower
water. However, all of the ship measurements are based on a steady-state condition. Channel bends
and proximity to banks tend to increase squat and muddy bottoms to decrease it.

Given the increasing costs of dredging and maintenance for many larger waterway systems and
harbor projects, better relationships for prediction of squat could save tremendous amounts of
Operation and Maintenance (O&M) funds. Typical costs of dredging coral or rocky entrance
ERDC/CHL CHETN-I-72
August 2006

AP C
L FP

Ss Sm Sb
0

Figure 1. Ship squat definitions.

channels can exceed $1 million per foot of channel. The Port of New York is undergoing a major
dredging project over the next 5 years to accommodate the increasing size of their deep-draft
commercial fleet. For this location, however, dredging costs for the entire confined waterway
channel can run up to $100 million per foot of depth.

Tuck (1966) conducted landmark research in this area using matched asymptotic expansions to
construct approximate solutions. He derived formulas for wave resistance, vertical forces, and
pitching moments for both subcritical (i.e., depth Froude number less than 1.0) and supercritical (i.e.,
depth Froude number greater than 1.0) ship speeds. He derived nondimensional coefficients for
sinkage and trim and found that sinkage is dominant for subcritical and trim for supercritical ship
speeds. His results showed satisfactory agreement with model experiments.

Beck et al. (1975) extended Tuck’s (1966) work for dredged channels with shallow-water exterior
regions on either side of the deeper channel. They solved boundary value problems to predict
sinkage, trim, and ship resistance for subcritical ship speeds inside the channel and subcritical or
supercritical speeds in the exterior regions. They found that the exterior shallow-water regions can
substantially affect sinkage, trim, and wave resistance for narrow channels and increased ship
speeds, especially as the exterior depths increase relative to the interior channel. The Beck et al.
work has shown satisfactory correlation with a variety of different ships.

The PIANC (1997) published several empirical formulas for squat for various ship and channel
configurations. The Corp’s EM-1110-2-1613 (HQUSACE 2002) and the Overseas Coastal Area
Development Institute of Japan (2002) have some additional formulas that are appropriate.
Demirbilek and Sargent (1999) showed how much variation is possible among these different
formulas. The more conservative or pessimistic predictions (i.e., larger squat values) might be more
appropriate as the risk of touching bottom increases.

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August 2006

The purpose of this research is to incorporate these PIANC empirical formulas in the ERDC
Ship/Tow Simulator (STS) so that they can be considered in their simulations. Each formula has
certain constraints and conditions that it should satisfy before being applied, usually based on the
conditions under which it was developed. The Beck et al. formulas will be coded and documented in
a future CHETN since they require additional ship geometry information. This CHETN provides
documentation of the important ship and channel input parameters, a description of these different
squat formulas, and an example input and output for the new FORTRAN computer program
SQUAT.

SHIP CHARACTERISTICS: Figure 2 is a schematic of a ship illustrating the main ship dimen-
sions required for squat predictions: length between perpendiculars Lpp, the beam B, and the draft T.
The PIANC (1997) parameter definitions are used in this CHETN where possible. The Lpp is
measured between the forward FP and aft AP perpendiculars, and is used as an approximation to the
Lw which is the vessel length at the waterline. These three dimensions are often combined into three
different dimensionless ratios. The vessel length to beam ratio RLB has typical values from 3.5 to 10
and is given as:

Lpp
RLB = (1)
B

FP
AP
L pp
As
T

Lw B

A wp B

Figure 2. Ship parameters.

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August 2006

The vessel length to draft ratio RLT has typical values from 10 to 30 and is defined as:

Lpp
RLT = (2)
T

Finally, the vessel beam to draft ratio RBT has typical values from 1.8 to 5 and is given by:

B
RBT = (3)
T

Two ratios are often used to describe the hull form or overall ship shape: the block coefficient CB
and the waterplane coefficient CWP. The CB is a measure of the fineness of the vessel’s shape relative
B

to an equivalent rectangular volume with the same dimensions. Typical values of CB are between
B

0.36 for high-speed vessels and 0.92 for slow, full-size tankers and bulk carriers. Container ships are
slimmer and typically have CB values in the range from 0.54 to 0.71. Additional information on CB
B B

can be obtained from Gaythwaite (1990) and PIANC (1997).

The CWP is based on the area of the vessel’s waterplane cross-section AWP and is defined as:

AWP
CWP = (4)
L pp B

Again, the CWP is less than 1.0 due to the fact that the actual cross-sectional area AWP is divided by
an equivalent rectangular area. Typical values are between 0.75 to 0.85 (Gaythwaite 1990). PIANC
(1997) uses a value for CWP as large as 0.90 for the larger ships. Values as large as 0.95 appear to be
appropriate for the largest vessels coming on line.

Squat increases with speed for a given water depth and bank proximity. Ship speed is given by Vs in
m/s and Vk in knots. Values of Vk greater than 6 knots are usually necessary to produce any
significant squat.

Calculated ship parameters include the ship’s displacement volume ∇ and underwater midship cross-
sectional area AS. The ∇ is defined as:

∇ = CB Lpp BT (5)

The AS =0.98BT is generally given to account for the keel radius.

CHANNEL CONFIGURATIONS: The three main types of entrance channels are as follows:

• Unrestricted or unbounded (U)

• Restricted or bounded (R)
• Canal (C)

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Figure 3 is a schematic of these three types of entrance channels. Unrestricted-type channels are in
larger open bodies of water and toward the offshore end of entrance channels. These are the type
studied by Tuck (1966). The restricted channel, with a dredged underwater trench, is probably the
most typical of U.S. channels. Canal-type channels are representative of channels in rivers. The
channel sections of Beck et al. are similar to the last two, with the canal represented by a zero depth
in the exterior regions. Many channels can be characterized by two or three of these channel types as
the different segments or reaches of the channel have different cross sections.

Unrestricted Channel Restricted Channel Canal

Ac h Ac h Ac h

Weff W W
hT

Figure 3. Types of channel configurations: unrestricted, restricted, and canal.

The important parameters are the channel width at the bottom of the channel W, water depth h, and
inverse bank slope n. Table 1 indicates which parameters are necessary to describe each channel
configuration. Since an unrestricted channel has no channel width W, an effective channel width WEff
is calculated based on the ship’s beam B and waterplane coefficient CWP according to the formula
originally proposed by Barrass (1979):

WEff = CEff B = [7.7 + 45(1 − CWP ) 2 ]B (6)

Most researchers have required WEff values of 8 or larger for unrestricted channels. The inverse bank
slope is an integer like 1, 2, or 3 representing slopes of 1:1, 1:2, and 1:3, respectively.

Table 1
Channel Parameters
Channel Type
Parameter Symbol Unrestricted U Restricted R Canal C
Width input
Channel width W -- Input Input
Effective width Weff Calculated -- --
Depth input
Water depth h Input Input Input
Height of trench hT -- Input --
Slope input
Inverse bank slope n -- Input Input
Cross-sectional area AC -- Calculated Calculated

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The calculated cross-sectional area AC is the wetted cross section of the canal or the equivalent
wetted area of the restricted channel by extrapolating the slope to the water surface. It is given by:

AC = Wh + nh 2 (7)

CALCULATED SQUAT PARAMETERS: Several dimensionless parameters are required in the

squat prediction formulas that are ratios of both ship and channel parameters. They include the depth
to draft ratio RhT, the length to depth ratio RLh, trench height to water depth ratio RhTh, blockage actor
S, velocity return factor S2, and the depth Froude number Fnh.

The water depth to draft ratio RhT is given by:

h
RhT = (8)
T

A rule of thumb is to use a minimum value of RhT of 1.1 to 1.15 in calm water and 1.3 to 1.5 in
entrance channels when waves are present. Although these values can be larger in actual channels,
the largest value in these squat formulas is assumed to be less than 2.0 for unrestricted channels.

The length to depth ratio RLh is defined as:

L pp
RLh = (9)
h

The trench height hT to water depth h ratio RhTh is given by:

hT
RhTh = (10)
h

Both are measured from the bottom of the channel, so typical RhTh ratios are 0.25 to 0.5.

The blockage factor S is the fraction of the cross-sectional area of the waterway Ac that is occupied
by the ship’s underwater midships cross-section As defined as:

As
S= (11)
Ac

Typical S values vary from 0.33 to 0.50 for restricted channels, to 0.05 or less for unrestricted
channels (HQUSACE 2002).

The velocity return factor S2 is similar to S except that it is the ratio between the ship’s cross-
sectional area As and the net cross-sectional area of the waterway Aw (Figure 4) defined as:

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August 2006

As As S
S2 = = = (12)
Aw Ac − As 1 − S

where Aw is the difference between the channel cross-sectional area Ac and the ship cross-sectional
area As.

As

Aw

Figure 4. Velocity return factor S2 definition.

Finally, the most important dimensionless parameter is the depth Froude number Fnh, which is a
measure of the ship’s resistance to motion in shallow water. Most ships have insufficient power to
overcome Fnh values greater than 0.6 for tankers and 0.7 for container ships. Most of the empirical
equations require that Fnh be less than 0.7. For all cases, the value of Fnh should satisfy Fnh < 1, an
effective speed barrier. The dimensionless Fnh is defined as:

Vs
Fnh = (13)
gh

PIANC EMPIRICAL SQUAT FORMULAS: Eleven different empirical formulas for bow squat
Sb have been proposed based on physical model tests and field measurements for different channels,
ships, and loading characteristics. Most are from the PIANC (1997) guidance, but the Japanese
formula is from Overseas Coastal Area Development Institute of Japan (2002) and the Norrbin
(1986) is from the Corp’s EM 1110-2-1613 (2002).

• Barrass (1981)
• Eryuzlu and Hausser (1978)
• Eryuzlu et al. (1994)
• Hooft (1974)
• Huuska (1976)
• ICORELS (1980)
• Japanese – Overseas Coastal Area Development Institute of Japan (2002)
• Millward (1990)

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• Millward (1992)
• Norrbin (1986)
• Romisch (1989)

Table 2 is a summary of the applicable channel configurations and parameter constraints according
to the individual testing conditions. The Romisch is the only one that also provides stern squat Ss at
the aft perpendicular. The PIANC (1997) guidance tends to favor the ICORELS (1980), Barrass
(1981), and Eryuzlu et al. (1994) formulas as representative of average squat results. The Canadian
Coast Guard (2001a, 2001b) is using the Eryuzlu et al. (1994) formula exclusively. The Eryuzlu and
Hausser (1978) and the Romisch (1989) tend to give low values. The other formulas tend to give
larger squat values that may be more useful if the cargo or bottom conditions warrant a more
conservative or pessimistic outlook. PIANC recommends model tests for specific ship and channel
conditions, especially if the conditions are new or novel. Many of these laboratory-based formulas
are from captive towed tests that introduce unintended moments that can cause unrealistic trim of the
towed models. The current thinking is to use free-floating, remote-controlled models for physical
model tests. Finally, full-scale measurements are always a good check of design stage predictions.

A description of each is given in the following paragraphs, arranged in alphabetical order. These
parameter constraints are programmed in the Fortran program SQUAT.

Table 2
Parameter Constraints for Squat Formulas
Constraints Configuration
Code ID CB h/T L/h U R C
Barrass (1981) 0.5 to 0.9 1.1 to 1.5 Y Y Y
Eryuzlu and Hausser (1978) ≥0.8 1.08 to 2.75 Y
Eryuzlu et al. (1994) ≥0.8 1.1 to 2.5 Y Y
Hooft (1974) Y
Huuska/Guliev (1976) 1.1 to 2.0 Y Y
ICORELS (1980) Y

Japanese – Overseas Coastal Area

Development Institute of Japan (2002)
Millward (1990) 0.44 to 0.83 6 to 12 Y
Millward (1992) 6 to 12 Y
Norrbin (1986) Y
Romisch (1989) 1.19 to 2.25 Y Y Y

Barrass (B). In 1979 and 1981 Barrass proposed the following formula for bow squat SbB based on
validation with full-scale measurements:

CB S22 / 3Vk2.08
SbB = (14)
30

Barrass required the WEff be at least equal to 8 beam widths for unrestricted channels.

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Eryuzlu and Hausser (E). Eryuzlu and Hausser (1978) conducted physical model tests of large,
fully-loaded self-propelled tankers in unrestricted channels. They proposed the following formula for
bow squat SbE:

0.27
⎛ 1 ⎞
SbE = 0.113B ⎜ ⎟ Fnh1.8 (15)
⎝ h /T ⎠

Eryuzlu et al. (E2). One of the more recent series of physical model tests and field measurements
was conducted by Eryuzlu et al. (1994) for cargo ships and bulk carriers with bulbous bows in
restricted and unrestricted channels. Many of the early formulas did not have ships with bulbous
bows. The range of ship parameters was somewhat limited with RLB from 6.7 to 6.8 and B/T from 2.4
to 2.9. They conducted some supplemental physical model tests with an hT/h=0.5 and n=2 to
investigate the effect of channel width in restricted channels. Their formula for bow squat SbE2 is
defined as:

2.289
h 2 ⎛ Vs ⎞ −2.972
⎛h⎞
SbE 2 = 0.298 ⎜ ⎟⎟ ⎜ ⎟ Kb (16)
T ⎜⎝ gT ⎠ ⎝T ⎠

with gravitational acceleration g. Note that the ship draft T is used in the denominator of
Equation 16, so the ratio is not the same as the Fnh. The Kb a correction factor for channel width
given by:

⎧ 3.1 W
⎪⎪ W B < 9.61
B
Kb = ⎨
⎪ 1 W
⎪⎩ ≥ 9.61
B

The effective channel width WEff should be used for the channel width W for unrestricted channels.

Hooft (Ho). Hooft (1974) combined Tuck’s (1966) separate formulations for squat from sinkage
and trim in unrestricted channels to a more useful format defined by:

∇ Fnh2
SbHo = 1.96 (17)
L2pp 1 − Fnh2

The constant “1.96” is typically used as an average value, but values from 1.9 to 2.03 are also
sometimes used.

Huuska/Guliev (H). Huuska (1976) extended Hooft’s work for unrestricted channels to include
restricted channels and canals by adding a correction factor for channel width Ks that Guliev (1971,
1973) had developed. It is defined as:

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∇ Fnh2
SbH = 2.4 2 Ks (18)
L pp 1 − Fnh2

In general, this formula should not be used for Fnh greater than 0.7.

The value for Ks for restricted channels and canals is determined from:

⎧7.45s1 + 0.76 s1 > 0.03

Ks = ⎨ (19)
⎩1.0 s1 ≤ 0.03

with a corrected blockage factor s1 defined as:

S
s1 = (20)
K1

The correction factor K1 is given by Huuska’s plot of K1 versus S for different trench height ratios
RhTh shown in Figure 5. A quadratic fit of these values was calculated and is used in the Fortran
program SQUAT for the Huuska formula.

ICORELS (I). The ICORELS (International Commission for the Reception of Large Ships) formula
(1980) for bow squat SbI is similar to Hooft’s SbHo and Huuska’s SbH equations. It is defined as:

∇ Fnh2
SbI = 2.4 2 (21)
Lpp 1 − Fnh2

The PIANC (1997) noted that the “2.4” constant is sometimes replaced with a smaller value of
“1.75” for full form ships with larger CB. B

Japanese (J). The Overseas Coastal Area Development Institute of Japan (2002) proposed the
following formula for bow squat SbJ as part of their new Design Standard for Fairways in Japan.

⎡ 1 ⎞ ⎛ CB ⎞ ⎛ CB ⎞
3
⎤V2
⎛ 1
SbJ = ⎢⎜ 0.7 + 1.5 ⎟ ⎜⎜ ⎟⎟ + 15 ⎜⎜ ⎟⎟ ⎥ s (22)
⎢⎝ h / T ⎠ ⎝ Lpp B ⎠ h /T ⎝ L B ⎠ ⎥ g
⎣ pp
⎦

Note that the Lpp/B and the h/T ratios correspond to the nondimensional ratios RLB and RhT.

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7
hT/h=0.2
hT/h=0.4 Huuska/Guliev K1 vs. S

6 hT/h=0.6
hT/h=0.8
hT/h=1.0
5

4
K1

0
0.00 0.05 0.10 0.15 0.20 0.25
S (As/Ac)

Figure 5. Huuska/Guliev correction factor K1 vs. S.

Millward (M). Millward (1990) conducted physical model tests with towed models for several
different ship types in unrestricted channels (with channel widths approximately twice the Lpp).
Millward noted that his formula is probably conservative and errs on the side of safety as it tends to
predict large squat values. He also only tested for a limited range of ship lengths, which tends to
make his squat predictions of limited use for the newer and longer vessels. His formula for
maximum bow squat SbM is given by:

⎛ 1 ⎞ Fnh2
SbM = 0.01Lpp ⎜15CB − 0.55 ⎟ (23)
⎜ Lpp / B ⎟ 1 − 0.9 Fnh
⎝ ⎠

Note that the Lpp/B is the dimensionless ratio RLB.

Millward (M2). Millward (1992) rearranged his test results and presented it in a format similar to
Tuck (1966). His formula for bow squat SbM2 is given by:

⎛ 1 ⎞ Fnh2
SbM 2 = 0.01L pp ⎜ 61.7CB − 0.6 ⎟ (24)
⎜ L pp / T ⎟ 1− F 2
⎝ ⎠ nh

Norrbin (N). Norrbin (1986) developed a formula for bow squat SbN based on the work of Tuck and
Taylor (1970) for a ship in an unrestricted channel. His predictions must satisfy the constraint that
the Fnh < 0.4, and is thus somewhat limited in its application. It is given by:

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CB ⎛ 1 ⎞ ⎛ 1 ⎞ 2
SbN = ⎜ ⎟⎜ ⎟ VK (25)
15 ⎜⎝ Lpp / B ⎟⎠ ⎝ h / T ⎠

Note that two of the factors in the equation for SbN are equivalent to the standard nondimensional
ratios RLB and RhT.

Romisch (R). Romisch (1989) developed formulas for both bow and stern squat from physical
model experiments for all three channel configurations. His predicted values for bow SbR and stern
squat SsR are given by:

SbR = CV CF K ΔT T
(26)
S sR = CV K ΔT T

where CV is a correction factor for ship speed, CF is a correction factor for ship shape, and KΔT is a
correction factor for squat at ship critical speed. The value for CF is equal to 1.0 for the stern squat.
The values for these coefficients are defined as:

⎛ V ⎞ ⎡⎛ V ⎤
2 4
⎞
CV = 8 ⎜ ⎟ ⎢⎜ − 0.5 ⎟ + 0.0625⎥ (27)
⎝ Vcr ⎠ ⎢⎣⎝ Vcr ⎠ ⎥⎦

2
⎛ 10CB ⎞
CF = ⎜
⎜ Lpp / B ⎟⎟
(28)
⎝ ⎠

K ΔT = 0.155 h T (29)

The ship’s critical speed Vcr is based on the channel configuration and is given by:

⎧CK ch Unrestricted
⎪⎪
Vcr = ⎨CK c Canal (30)
⎪
⎪⎩CmT ⎡⎣ K ch (1 − hT h ) + K c ( hT h ) ⎤⎦ Restricted

where C is wave celerity based on h, CmT is a wave celerity based on the relevant water depth hmT
and the mean water depth hm, Kc is a correction factor on critical speed for a canal, and Kch is a
correction factor on critical speed for a restricted and unrestricted channel. The two celerity
parameters are defined as:

C = gh ; CmT = ghmT (31)

with

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hT
hmT = h − ( h − hm )
h

The two correction factors Kc and Kch are defined as:

K c = 0.2306 log 1 ( S ) + 0.0447

⎡⎛ h ⎞ ⎛ L pp ⎞ ⎤
0.125 (32)
K ch = 0.58 ⎢⎜ ⎟ ⎜ ⎟⎥
⎣⎝ T ⎠ ⎝ B ⎠ ⎦

where Kc was determined from a least square fit of Romisch’s data with an R2=0.98.

The mean water depth hm is a standard hydraulic parameter that is only required for restricted
channels and canals. It is defined as:

AC
hm = (33)
WTop

where WTop is the projected channel width at the top of the channel and is equal to:

WTop = W + 2nh (34)

FORTRAN PROGRAM SQUAT: The program SQUAT was written in Fortran 77 and Fortran 90
using Compaq Visual Fortran, Version 6.1. It is modular as each of the different empirical formulas
is contained in its own subroutine. The input and output are in separate subroutines. The user can
enter input data in two different ways: one is an interactive mode (Subroutine Input) and the other is
by reading (Subroutine ReadIn) a previously stored file of the input variables. Both are performed in
real-time. Input data are automatically stored (Subroutine Store) in a generic input file SquatIn.out
after input is completed. The output is stored in a generic file named SquatOut.out. The user can
rename these generic input and output files to save the data for later use and analysis.

The program is well documented with comments throughout. The naming convention follows the
PIANC (1997) document, and other variable names are based on reasonable abbreviations of actual
names. Units are in the metric system with squat in meters. The program checks the constraints for
the individual empirical formulas and ship conditions to make sure the calculations are appropriate.

The first input question is whether the user wants to input (enter “I”) or read in (enter “R”) the data
from a previously stored file. The input is the same for all three channel configurations for most of
the questions, but each has some slight variations. Therefore, there are three different input files that
can be renamed as necessary to the generic version. The simplest way to run the program is to pre-
edit a copy of the generic input file for your own particular ship and channel conditions. Figure 6 is
an example of the generic input file SquatIn.out for an unrestricted channel with a bulk carrier. This
is one of the files used in the example problems described in the next section. The next question is
the type of channel. The user can enter “U” for unrestricted, “R” for restricted, or “C” for canal.

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These inputs are all in capital letters. If the user accidentally enters in small letters, the program will
abort. The user must then restart and re-enter the input values in capital letters. The program will
then run without any further action from the user.

Figure 6. Example generic input file SquatIn.out for bulk carrier and unrestricted channel.

The output is first printed to the screen in a DOS Window for the user to check. The user can
examine the contents as long as necessary. A carriage return will close this window. The output is
then automatically written to the generic output file SquatOut.out. Figure 7 is an example for this
output file. The following information is provided: title, ship input parameters, channel input
parameters, calculated parameters, squat output parameters, and squat statistics. The bow squat
predictions are listed in alphabetical order, followed by the Romisch stern squat prediction. Any
values with “0.00” indicate a formula that was not calculated as it did not satisfy the constraints. The
statistics include average, minimum, and maximum values of the predicted squat for the empirical
formulas that were calculated.

Although the program was written to eventually be incorporated in the ERDC Ship/Tow Simulator
software package, it is completely stand-alone at this point. Interested readers can obtain a copy of
the program and input and output files by contacting the author.

EXAMPLE PROBLEM: Several example problems are presented to illustrate the effect of the
different squat estimators for the three channel types. Two different ship speeds of 5 and 10 knots
are used since they are representative of typical channel entrance speeds. Table 3 is a list of the
different input parameters for each of the three different channel configurations. Table 4 is a
summary of the output bow squat predictions for each of the applicable squat formulas.

SUMMARY: This CHETN has documented several PIANC, Corps, and Japanese empirical
formulations for ship squat from their guidance. A Fortran computer program was written for use by
the ERDC Ship/Tow Simulator. The individual formulas have ship and channel constraints and
conditions that are required for their use. Since several of the empirical formulas are usually
appropriate, an average and minimum and maximum value of squat are provided for consideration.
Important ship and channel input and output parameters are described. Finally, several example input
and output cases are provided for a typical bulk carrier at two ship speeds in each of the three
channel types.

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Figure 7. Example program Squat output file SquatOut.out for bulk carrier.

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Table 3
Input Parameters for Program Squat Examples
Channel Type
Parameter Symbol Units Unrestricted Restricted Canal

Vessel length between perpendiculars Lpp m 251.16 251.16 251.16

Vessel beam B m 32.25 32.25 32.25
Vessel draft T m 12.8 12.8 12.8
Vessel Block Coefficient CB B -- 0.905 0.905 0.905
Vessel speed Vk knots 5 or 10 5 or 10 5 or 10
Water depth h m 15.36 15.36 15.36
Waterplane coefficient Cwp -- 0.85 NA NA
Channel width at bottom W m NA 280.98 280.98
Bank slope (inverse) n -- NA 3 3
Mean water depth hm m NA 15.36 15.36

Table 4
Output Bow Squat Estimates for Program Squat Examples
Channel Type
Unrestricted Restricted Canal
Squat Formula 5 knots 10 knots 5 knots 10 knots 5 knots 10 knots
Barrass (1981) 0.19 0.80 0.17 0.72 0.17 0.72
Eryuzlu (1978) 0.21 0.73 0.21 0.73 NA NA
Eryuzlu et al (1994) 0.12 0.56 0.12 0.56 NA NA
Hooft (1974) 0.13 0.56 NA NA NA NA
Huuska (1976) 0.16 0.70 0.17 0.72 0.16 0.70
ICORELS (1980) 0.16 0.69 NA NA NA NA
Overseas Coastal Area Development 0.17 0.66 0.17 0.66 0.17 0.66
Institute of Japan (2004)
Millward (1990) 0.00 0.00 NA NA NA NA
Millward (1992) 0.00 0.00 NA NA NA NA
Norrbin (1986) 0.16 0.00 NA NA NA NA
Romisch (1989) 0.11 0.44 0.12 0.47 0.16 0.62
Average 0.16 0.64 0.16 0.64 0.16 0.68
Minimum 0.11 0.44 0.12 0.47 0.16 0.62
Maximum 0.21 0.80 0.21 0.73 0.17 0.72
Number Averaged 9 8 6 6 4 4

This document is intended to be a living document in that it will be continually updated as new
information becomes available. The Puertos del Estado (1999) has recently released new information
from a major research effort on the design of ports and approach channels that is not included in
existing guidance. The BAW (2005) has recently completed some physical model tests with self-
propelled models for a limited range of mega-container ships and unrestricted channel configura-
tions. Preliminary findings indicate that the existing squat formulas are not accurate for this next

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August 2006

generation of larger, deeper draft vessels. Recognizing this potential shortcoming, the PIANC (2005)
has initiated a new working group to update the 1997 PIANC guidance. Their new recommendations
will be included in this computer program as they become available.

ADDITIONAL INFORMATION: For additional information, contact Dr. Michael J. Briggs,

Coastal and Hydraulics Laboratory, U.S. Army Engineer Research and Development Center,
3909 Halls Ferry Road, Vicksburg, MS 39180, (601) 634-2005, e-mail: Michael.J.Briggs@erdc
.usace.army.mil. This technical note should be cited as follows:

Briggs, M. (2006). Ship squat predictions for ship/tow simulator. Coastal and
Hydraulics Engineering Technical Note CHETN-I-72, U.S. Army Engineer Research
and Development Center, Vicksburg, MS. http://chl.erdc.usace.army.mil/chetn/

REFERENCES

Barrass, C. B. 1979. The phenomenon of ship squat, International Shipbuilding Progress, 26, 44-47.
__________. 1981. Ship squat – A reply. The Naval Architect, 268-272.
BAW. 2005. Dynamic driving behavior of very large containerships in extremely shallow water. Hamburg, Germany.
Web page of Bundesanstalt fuer Wasserbau (BAW).
Beck, R. F., J. N. Newman, and E. O. Tuck. 1975. Hydrodynamic forces on ships in dredged channels. J. Ship Research
19(3); 166-171.
Canadian Coast Guard. 2001a. Safe waterways (A Users guide to the design, maintenance and safe use of waterways),
Part 1(a) Guidelines for the safe design of commercial shipping channels, software user manual version 3.0.
Canada: Waterways Development Division, Fisheries and Oceans.
__________. 2001b. Safe waterways (A Users guide to the design, maintenance and safe use of waterways), Part 1(b)
Guidelines for the safe design of commercial shipping channels. Canada:Waterways Development Division,
Fisheries and Oceans.
Demirbilek, Z., and F. Sargent. 1999. Deep-draft coastal navigation entrance channel practice. Coastal Engineering
Technical Note CETN-I-63. Vicksburg, MS: U.S. Army Engineer Research and Development Center.
Headquarters, U.S. Army Corps of Engineers. 2002. Engineer Manual 1110-2-1613, Engineering and design: Hydraulic
design guidance for deep-draft navigation projects. Washington, DC.
Eryuzlu, N. E., and R. Hausser. 1978. Experimental investigation into some aspects of large vessel navigation in
restricted waterways. Proceedings of the Symposium of Aspects of Navigability of Constraint Waterways Including
Harbor Entrances, Vol 2, 1-15.
Eryuzlu, N. E., Y. L. Cao, and F. D’Agnolo. 1994. Underkeel requirements for large vessels in shallow waterways. 28th
International Navigation Congress, PIANC, Paper S11-2, Sevilla, 17-25.
Gaythwaite, J. W. 1990. Design of marine facilities for berthing, mooring, and repair of vessels. New York: Von
Nostrand Reinhold, 525 pp.
Guliev, U. M. 1971. On squat calculations for vessels going in shallow water and through channels. PIANC Bulletin
1(7); 17-20.
Hooft, J. P. 1974. The Behavior of a ship in head waves at restricted water depth. International Shipbuilding Progress
244(21); 367.
Huuska, O. 1976. On the evaluation of underkeel clearances in Finnish waterways, Report No. 9. Otaniemi: University
of Technology, Ship Hydrodynamics Laboratory.
ICORELS (International Commission for the Reception of Large Ships). 1980. Report of Working Group IV, PIANC
Bulletin No. 35, Supplement.

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August 2006

Millward, A. 1990. A preliminary design method for the prediction of squat in shallow water. Marine Technology 27(1);
10-19.
__________. 1992. A comparison of the theoretical and empirical prediction of squat in shallow water. International
Shipbuilding Progress 39(417); 69-78.
Norrbin, N. H. 1986. Fairway design with respect to ship dynamics and operational requirements. SSPA Research
Report No. 102. Gothenburg, Sweden: SSPA Maritime Consulting.
Overseas Coastal Area Development Institute of Japan. 2002. Technical standards and commentaries for port and
harbor facilities in Japan.
PIANC. 1995. Criteria for movements of moored ships in harbours, A practical guide. Report of Working Group No. 24
of the Permanent Technical Committee II, Supplement to Bulletin No. 88. Brussels: General Secretariat of the
Permanent International Association of Navigation Congresses.
__________. 1997. Approach channels: A Guide for design. Final Report of the Joint PIANC-IAPH Working Group II-
30 in cooperation with IMPA and IALA, Supplement to Bulletin No. 95, June.
__________. 2005. Horizontal and vertical dimensions of fairways. Maritime Navigation Commission Working Group
49 (MarCom WG 49), July.
Puertos del Estado. 1999. Recommendations for Maritime Works (Spain) ROM 3.1-99: Designing Maritime
Configuration of Ports, Approach Channels and Floatation Areas,” CEDEX, Spain.
Romisch, K. 1989. Empfehlungen zur Bemessung von Hafeneinfahrten. Wasserbauliche Mitteilungen der Technischen
Universitat Dresden, Heft 1, 39-63.
Tuck, E. O. 1966. Shallow-water flows past slender bodies, JFM, 26, Part 1, 81-95.
Tuck, E. O., and P. J. Taylor. 1970. Shallow water problems in ship hydrodynamics. Proceedings of the 8th Symposium
on Naval Hydrodynamics, Pasadena, CA.

NOTE: The contents of this technical note are not to be used for advertising, publication,
or promotional purposes. Citation of trade names does not constitute an official
endorsement or approval of the use of such products.

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